CN103764432A - 电驱动式多功能运载车辆的变速冲击降低系统 - Google Patents
电驱动式多功能运载车辆的变速冲击降低系统 Download PDFInfo
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Abstract
本发明提出一种电驱动式多功能运载车辆的变速冲击降低系统。根据本发明的变速冲击降低系统包括:发动机控制器,其用于控制发动机的功率;自动变速器,其具有形成为一对的两段以上的传动装置;变速控制器,其电连接于控制器,对所述自动变速器的变速进行控制,并且所述自动变速器通过所述变速控制器,在变速时形成暂时中立,并且本发明构成的要点在于,自动变速器在到达中立位置的瞬间,通过所述发动机控制器,进行对所述发动机的转数增速或减速的控制。
Description
技术领域
本发明涉及用于降低变速冲击的系统,更为具体地涉及电驱动式多功能运载车辆的变速冲击降低系统,以便通过发动机驱动的电动车辆在行驶中进行档位变速时,降低变速冲击,所述变速冲击根据齿数比差异所产生的速度差。
背景技术
多功能运载车辆(Utility vehicle)近来在流通、建设、休闲(Leisure)、农用等多种领域被广为利用。尤其,所述多功能运载车辆具有在险路上行驶的有利结构,因此其主要作为运输工具用于在建筑工地或者农业施工现场装载运输泥土、作物及搬运各种作业所需的工具。
近来,正在进行对电驱动方式的多功能运载车辆的研究与开发,其不同于现有的安装有机械发动机的运载车辆,其不产生任何尾气且噪音极少,从而可实现环保。电驱动式基本上包括用于产生驱动力的发动机、能量来源的电池、用于控制发动机和电池的各种控制配件,以及此外的周边配件。
电驱动式中,因为根据发动机的功率调节而变化行使速度,与转数无关地输出一定功率的发动机的特性,所述发动机的功率调节根据加速踏板操作位移,按照比例而不同,所以缺点在于,很难实现在非铺装公路行驶或攀爬坡地等需要低RPM高扭矩的环境下进行安全低速行驶。为了解决所述问题,正在探讨与现有机械式发动机车辆相同,将变速器技术适用于电驱动式车辆中。
作为电驱动式车辆的变速器,一般广泛地采用具有两段以上的减速比的变速器。尤其,为了在攀爬性能、加速性能以及慢速行驶方面发挥优良性能,各个变速段之间的变速比有变大的倾向。但是如果各个变速段之间的变速比差异变大,则根据各个段变速比差异所引起的速度差,变速瞬间车辆变速冲击会加大。
通过采用类似于同步啮合式(synchro-mesh type)器具的同步装置的方法,可在一定程度上解决所述变速冲击所引发的的问题。同步装置的优点在于,不仅有助于降低变速冲击,而且还易于实现在降低变速噪音的同时进行变速。但是,如果想要应用同步装置,则缺点在于装置变得复杂,并且制造单价上升,从而在批量生产价格竞争方面具有不利影响。
发明内容
本发明想要解决的课题在于,提供一种电驱动式多功能运载车辆的变速冲击降低系统,其在行驶中,在降低变速的情况下,相当于变速比差异,暂时对驱动装置(发动机)进行增速或者减速,从而即使不采用同步装置,也能够通过简单且简洁的方法实现降低变速冲击。
作为用于解决课题的技术解决方法,本发明提供一种电驱动式多功能运载车辆的变速冲击降低系统,其包括:发动机控制器,其用于控制发动机的功率;自动变速器,其具有形成为一对的两段以上的传动装置;变速控制器,其连接于发动机控制器,以便收发控制信息,并且对所述自动变速器的变速进行控制。并且所述自动变速器通过变速控制器变速时,形成暂时中立,并且自动变速器在到达中立位置的瞬间,通过所述发动机控制器进行对所述发动机的转速增速或减速的控制。
在本实施例中,所述发动机控制器可以对发动机进行增速或减速控制,控制程度为与变速前传动装置的变速比以及变速后传动装置的变速比差异相应的转数。
优选地,所述变速前的齿轮比和发动机转数分别称为变速前齿轮比X和变速前转数A,变速后将达到的齿轮比和发动机转数分别称为变速后齿轮比Y和变速后转数B时,对发动机进行增速或减速,以便所述变速后转数B接近变速前转数A*变速前齿轮比X/变速后齿轮比Y。
在本实施例中,所述自动变速器可以是液压式自动变速器,其通过液压进行操作,并且所述变速控制器可以是方向控制阀,其对导入至所述液压式自动变速器的液压油的流动进行管制并控制方向。
此时,所述自动变速器包括:主动轴,其与发动机输出轴(output shaft)直接连接;从动轴,其与主动轴平行;两对以上的传动装置,其在主动轴和从动轴上分别设置形成为一对;以及两个以上的多板式离合器(clutch),其设置于从动轴上,在根据液压油进行操作的同时,管制根据传动装置的变速动力传输至所述从动轴。
并且所述传动装置是齿轮,其相互咬合形成为一对;或者是皮带轮(belt pulley),其通过皮带形成一对,从而进行旋转。
依据根据本发明的电驱动式多功能车辆的变速冲击降低系统,在进行由高段向低段,或者由低段向高段的自动变速时,作为对发动机进行增速或减速的简单控制,所述控制大概程度为与变速前传动装置的变速比和变速后传动装置的变速比差异相应的转数,即使不采用同步装置,也能够有效地吸收、缓和变速过程中所产生的瞬间的变速冲击。
此外,没有要求如现有技术一样的复杂构成的同步装置,从而可寻求结构的简单化及轻量化,并且由此所需动力较小,可实现具有性能和动力效率更加改善的车辆。并且,由于高价的同步装置的去除,可实现整体制作成本的降低,从而在最终批量生产价格竞争方面也能够发现有利的优点。
附图说明
图1是简略表示根据本发明的实施例的变速冲击降低系统的的整体构成的框架结构图。
图2是更为具体地表示图1所示的变速冲击系统的系统的系统结构图。
图3是表示根据变速时变速比差异的发动机转速差异的图解线图。
图4至图6是表示根据本发明的变速冲击降低系统所实现的用于变速冲击降低的操作的图示,是按顺序表示在高速行驶中高负荷时,由高段向低段进行降低变速的过程的图示。
具体实施方式
以下,参照附图对本发明的优选实施例进行详细说明。在本发明的说明中,省略对公知结构的详细说明,并且也省略对发明的主旨造成不必要混淆的结构的说明。
图1是简略表示根据本发明的实施例的变速冲击降低系统的的整体构成的框架结构图,并且图2是更为具体地表示图1所示变速冲击系统的系统结构图。
参照图1至图2,根据本发明的变速冲击降低系统包括以下构成:发动机1、自动变速器3、发动机控制器2及变速控制器4。发动机1是以电池(省略图示)所提供的电能为动力源,输出用于车辆行驶的动力,自动变速器3包括形成为一对的两段以上的传动装置34,以便可将所述发动机1所输出的动力阶段性或连续性地变化为适合行驶的速度。
产生行驶动力的所述发动机1中,由连接于加速踏板6操作位移的所述发动机控制器2的控制来调节其输出。并且发动机控制器2通过所述自动变速器3在行驶中进行变速的情况下,接收其变速段数相关的信息,在变速途中进行对所述发动机1加速或减速的控制。与变速的段数相关的信息可通过通常位置感知器(未示出)来检测,所述通常位置感知器通过传动装置34的位置来检测变速段数。
自动变速器3通过所述变速控制器4的控制,在变速时形成暂时中立,并且变速途中自动变速器3在位于中立位置的瞬间,通过接收变速信息的发动机控制器2,进行对如上所述的发动机1的转速增速或减速的控制。以两段齿轮的情况为例,为了从两段(高速)变速为一段(低速),两段侧动力连接状态断开,并且在一段侧连接动力之前,进行用于发动机1转速增速的控制。
以变速途中变速段数信息为基础,增速或减速的发动机1的转速可以是对变速前传动装置34的变速比和变速后传动装置34的变速比差异进行补偿的速度。更为具体地,如图3的表示根据变速比差异的发动机1转速差异的图解线图所示,优选地,进行变速后可通过补偿变速前与后的发动机1速度差的速度,对发动机1的速度增速或减速。
优选地,用于补偿变速前与后的发动机1速度差的发动机1的转速增速或减速中,发动机1的转数分别称为变速前齿轮比X和变速前转数A,变速后将达到的齿轮比和发动机1转数分别称为变速后齿轮比Y和变速后转数B时,对发动机1进行增速或减速,以便所述变速后转数B接近变速前转数A*变速前齿轮比X/变速后齿轮比Y。
变速时,进行增速或减速控制的所述发动机控制器2包括控制器(controller)20和交换器(inverter)22,所述交换器22通过所述控制器20,对从电池供给至发动机1的电力进行调节。并且自动变速器3可以是通过液压进行操作的液压式自动变速器3。并且液压式自动变速器3的情况下,所述变速控制器4管制液压油的流动并控制方向,从而可以是连接或阻断通过自动变速器3的动力连接的方向控制阀(valve)。
具体地如前面附图2所示,适用于本实施例的液压式自动变速器3包括:主动轴30,其与发动机1输出轴(output shaft)(省略标号)直接连接;从动轴32,其与主动轴30平行;两对以上的传动装置34,其在主动轴30和从动轴32上分别设置形成为一对;以及两个以上的多板式离合器(clutch)36,其设置于从动轴32上,从而根据液压油进行操作的同时,管制根据传动装置34的变速动力传输至所述从动轴。
从动轴32中可形成内部通路32a、32b,所述内部通路32a、32b可使液压油传输至多板式离合器36侧,所述液压油由所述变速控制器4提供,并且多板式离合器36可以形成为以下公知构成:保持器(retainer);多个离合器片(clutch plate),其在保持器上形成一定间隔;离合器盘(clutch disc),其根据液压油朝向所述离合器片的连接方向;以及弹性部件,其用于将离合器盘从离合器片分离。
此外,优选地,如图所示,适用于本实施例的所述传动装置34为相互咬合地形成为一对的变速齿轮。但是并非局限于图例,并且若其构成(例如,通过皮带形成一对,从而进行旋转的皮带轮(belt pulley))为如下,则可以没有特定限制地应用:各个段数分别形成一对驱动侧和从动侧,从而可传动连接,通过所述离合器可实现选择性动力连接。
图1中未说明的标号5是液压泵,其用于生成提供至所述变速控制器4,具体说来,提供至方向控制阀的液压油,并且6是指加速踏板,其用于发动机输出速度调节。
根据如上所述的电驱动式多功能运载车辆的变速冲击降低系统进行的行驶中,将用于变速冲击降低的过程与根据本发明的操作关联,进行简单观察。
图4至图6是表示根据本发明的变速冲击降低系统所形成的用于变速冲击降低的操作的图示,是按顺序表示在高速行驶中高负荷时,由高段向低段进行降低变速的过程的图示。
如图所示,以具有二段的变速齿轮,在行驶中由高段降低变速至低段为例,对根据本发明的降低系统的操作进行观察。
如图4所示,车辆在高速行驶中的情况下,根据变速控制器4的控制,液压油流向连接高段侧多板离合器的方向,并且由此,根据主动轴30的旋转动力经过高段侧变速齿轮后变速为所属变速比的状态下,通过从动轴32输出。
在所述高速行驶中,由于进入坡路等,发动机1感知到负荷,则开始如下控制:以负荷信息为基础,通过发动机控制器2降低变速。
发动机1如果感知到负荷,具体地,所述发动机控制器2以该负荷信息为基础,向所述变速控制器4传达用于降低变速的信号,并且根据接收到该命令的变速控制器4切断流向高段侧的液压油的流动,由此通过弹性部件(压缩弹簧(spring))的复原力,解除高段侧多板离合器的连接。
解除高段侧多板离合器的连接后,则自动变速器3可瞬间到达图5所示的中立状态,并且所述自动变速器3在到达中立状态的瞬间,通过所述发动机控制器2进行如下控制:以能够对变速前与变速后的发动机1速度差进行补偿的速度,对发动机1的速度进行增加。
作为参考,由低段向高段进行变速的情况下,相反,进行对发动机1的速度减速的控制。
用于对变速比差异所引起的发动机1速度差补偿的增速完成后,接下来,通过根据所述发动机控制器2的变速控制器4的操作,液压油流向想要进行变速的连接低段侧多板离合器的方向,从而连接低段侧多板离合器,在所述过程中,根据由于所述发动机1的增速所引发的变速比补偿,低段侧离合器连接的瞬间吸收及缓和变速冲击。
此外,低段侧多板离合器连接完成后,则通过发动机1所传输的主动轴30的旋转动力经过低段侧变速齿轮后,变速为所属变速比的状态下,经过从动轴32输出至外部。
如上观察进行的操作依据根据本发明的电驱动多功能车辆的变速冲击降低系统,进行由高段向低段,或者由低段向高段的自动变速,通过对发动机进行增速或减速的简单控制,所述控制程度为与变速前传动装置的变速比和变速后电动装置的变速比差异相应的转数,即使不采用同步装置,也能够有效地吸收、缓和变速过程发生瞬间的变速冲击。
此外,没有要求如现有技术一样的复杂构成的同步装置,从而可寻求结构的简单化及轻量化,并且由此所需动力较小,可实现具有性能和动力效率更加改善的车辆。并且,由于高价的同步装置的去除,可实现整体制作成本的降低,从而在最终批量生产价格竞争方面也能够发现有利的优点。
所述本发明的详细说明中,只是对根据其的特别实施例进行了记载。但是必须理解为并非限定于本发明在详细的说明中所提及的特别形状。并且应理解为包括根据所附权利要求范围所定义的本发明的思想和范围内的所有变形物和均等物及替代物。
标号说明
1:发动机
2:发动机控制器
2a:控制器
2b:交换器
3:自动变速器
4:变速控制器
30:主动轴
32:从动轴
34:传动装置
36:多板式离合器
Claims (6)
1.电驱动式多功能运载车辆的变速冲击降低系统,其特征在于,包括:
发动机控制器,其用于控制发动机的输出;
自动变速器,其具有形成为一对的两段以上的传动装置;
变速控制器,其连接于所述发动机控制器,以便收发控制信息,并且对所述自动变速器的变速进行控制,
并且所述自动变速器通过所述变速控制器的控制,在变速时形成暂时中立,
并且所述自动变速器在到达中立位置的瞬间,通过所述发动机控制器,进行对所述发动机的转速增速或减速的控制。
2.根据权利要求1所述的电驱动式多功能运载车辆的变速冲击降低系统,其特征在于:
所述发动机控制器对所述发动机进行增速或减速,控制程度为与变速前传动装置的变速比以及变速后传动装置的变速比差异相应的转数。
3.根据权利要求2所述的电驱动式多功能运载车辆的变速冲击降低系统,其特征在于:
所述变速前的齿轮比和发动机转数分别称为变速前齿轮比(X)和变速前转数(A),变速后将达到的齿轮比和发动机转数分别称为变速后齿轮比(Y)和变速后转数(B)时,对所述发动机进行增速或减速,以便所述变速后转数(B)接近变速前转数(A)*变速前齿轮比(X)/变速后齿轮比(Y)。
4.根据权利要求1所述的电驱动式多功能运载车辆的变速冲击降低系统,其特征在于:
所述自动变速器为液压式自动变速器,其通过液压进行操作,
并且所述变速控制器为方向控制阀,其对导入至所述液压式自动变速器的液压油的流动进行管制并控制方向。
5.根据权利要求4所述的电驱动式多功能运载车辆的变速冲击降低系统,其特征在于,所述自动变速器包括:
主动轴,其与发动机输出轴直接连接;
从动轴,其与所述主动轴平行;
两对以上的传动装置,其在所述主动轴和从动轴上分别设置形成为一对;以及
两个以上的多板式离合器,其设置于所述从动轴上,从而根据液压油进行操作的同时,管制根据所述传动装置的变速动力传输至所述从动轴。
6.根据权利要求1至5任意一项所述的电驱动式多功能运载车辆的变速冲击降低系统,其特征在于,
所述传动装置是齿轮,其相互咬合形成为一对;或者是皮带轮,其通过皮带形成为一对,从而进行旋转。
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WO2013095049A1 (ko) | 2013-06-27 |
EP2796314A4 (en) | 2016-12-28 |
KR20130073312A (ko) | 2013-07-03 |
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EP2796314A1 (en) | 2014-10-29 |
US20140316623A1 (en) | 2014-10-23 |
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